Fluid operable engine governor



sept. 12, 1939. s, s- $HERR|FF 2,172,642

I FLUID OPERABLE ENGINE GOVERNOR Filed June 1, 1957 FI; Il.l

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Patented Sept. 12, 1939 FLUID OPERABLE ENGINE GOERNOR Stanley Smiley Sherri, New York, N. Y.; assignor to The Pierce Governor Company, Anderson, Ind., a corporation Application June 1, 1937, Serial No. 145,761 15 claims.' (Cl. 12a-103) This invention relates to a uid operable governor structure.

The chief object of this invention is tocontrol the speed of an engine by controlling the fuel 6 supply thereto through means operable by the engine directly or indirectly, which means in eiect constitutes a uid cycle actuating mechanism.

The chief feature of the invention consists in the accomplishment of the foregoing object by means of the mechanism broadly illustrated in the accompanying drawing and described in the following description. i

Otherjeatures and objects will appear more I fully hereinafter in the following description and will be pointed out in the accompanying drawing.

While the invention has been shown as applied to a part driven by or incorporated in an engine as will be pointed out, the device may be driven by a part responsive to the speed of the vehicle driven by the engine in question without material alteration.

While the invention is illustrated as applied to the use of air as a uid medium, other fluids such as glycerine, hydro-carbon oil, water, or the like, may be utilized when the mechanism is embodied in a closed system.

The full nature of the invention will be understood from the accompanying drawing and the following description and claims:

Inthe drawing, Fig. 1 is a central sectional view of the basic portion of one embodiment of the invention.

Fig. 2 is a'sectional view taken on line 2-2 of Fig. 1 and in the direction of the arrows, and with the discharge valve shown in elevation.

Fig. 3 is a horizontal view of the fuel adapter insert and control valve therein.

Fig. 4 is a vertical sectional view taken on line l-4 of Fig. 3 and in the direction of the arrows.

In the drawing, there is' illustrated an adapter insert Ill, which is positioned between the carburetor and intake manifold of an internal combustion engine, the latter being not shown or the vehicle upon which the same is mounted, if the engine be arranged for vehicle propulsion. The opening IIla in the body portion of the insert are adapted to receive the connecting bolts which connect the anges of the intake 'manifold and 50 the carburetor to the insert.

Extending through the body portion is the passage II which constitutes the fuel mixture pas- 55 controlling valve in the form of a plate I4 seated the eccentric pin portion Ilb which is associated with a plunger I8 in any desired manner. This plunger extends from the chamber I9 intov cham- 10 ber 2Il formed by the housing extension 20a. A

cap 21a cooperates `Awith the body portion 20a and the two are associated together by a suitable number of screw bolts 22 to form within the same the chamber 23, the latter being separated from 15 chamber 20 by the included diaphragm or ilexible partition 24, the latter having associated therewith the two reenforcing metallic members 25 which constitute stops to prevent diaphragm and wall engagement and constitute bearing elements 2,0\ for anchoring the plunger to the diaphragm so that the plunger has movement in accordance with diaphragm movement.

The plunger extends through partition 26 which forms a seat for spring 2l. The opposite 25 end of the spring 21 is seated in a cup shaped member 28 carried by the reduced end I8a of the plunger I8 and is rigidly secured between the resulting shoulder of the plunger and the adjacent metallic reenforcing member 25. The reduced 30 end Illa is threaded as at Ib and a nut 29 rigidly clamps the cup, diaphragm and the diaphragm reenforcing members to the reduced end I8a, the nut being provided with a suitable retainer device 29a in the form of a pin or the like, 35 to prevent accidental unthreading.

Fig. 3 illustrates the body portion 20a. as a separate portion and the same is suitably secured to the body portion I0 to one side thereof so as to form the chamber I9 by suitable screw bolts 40 The cap portion 2Ia includes an offset portion 2lb which is chambered as at 2Ic.- The cap portion 2Iar is provided with a fluid intake of any conventional: type. y Also mounted in the portion 45 2lb is a threaded valve 30 having the tapered end 3I which is adapted to control the release port 32-from the offset portion 2| c' of the chamber 23. Cap 2Ia includes an ear 34 which is apertured. The exposed portion of the threaded valve has a knurled head portion 35 and is apertured as at 36 and locking spring 3l is suitably ,secured to the cap and is adapted to engage the knurling 35 to retain the valve in the adjusted position to prevent accidental movement of vthis valve, which is the primary control valve of the I device.

A seal wire 38 with a lead seal 39 may be provided, the seal wire passing through the opening 38 in the valve and the opening in the ear 34. For-illustration purposes only, the seal wire is shown comprising a considerable loop. In actual practice, however, the seal wire will be relatively tautened. This seal requires breaking to adjust the valve. Unauthorized adjustment will be indicated by such breakage.

Reference will now be had more especially to Figs. 1 and 2. A flexible or rigid conduit 48 is connected at one end to the intake portion, towit, the lateral enlargement 2|d of the .cap so that the former communicates with the chamber 23. 'I'he opposite end is connected to the discharge portion 4| of the pressure portion of the device. A head structure 42 includes an air intake chamber 43 having a suitable intake port 44, the intake being protected by a screening fitting indicated by the numeral 45. Air drawn into the chamber 43 passes through the port 46 into chamber 41. 'Ihe port is controlled by a valve 48 normally constrained toward seated position by spring 49 and having stem 58 slidable in bor 5| of the capV and closure structure 52, lthe latter having a bleed or relief port 53 communicating with chamber 41 to permit free movement of the i valve. 'This is an air intake check valve.

Chamber 41 communicates with chamber 54 through port 54a. Chamber 54 includes the discharge port 55 normally sealed by valve 56, constrained by spring 51 toward seated position. 'I'he stem 58 is slidably supported in the cap member 59 which is provided with a plurality of passages 68 that communicate with the discharge chamber 48a which is in free communication with the discharge conduit 48 of the pressure device and which is supplied with air under pressure whenever the valve 56 is lifted.

To eliminate pulsations, a dome member 6| is provided and the same is suitably secured to the cap member 59 and serves to level out the pulsations of the pressure device, if the same be of the intermittent or pulsating type. The intake and discharge check valve arrangement is used with the pressure device if the same is of the intermittent or pulsating type. If a turbine be used, there will be no occasion for the inclusion of the aforesaid or the airl dome arrangement, and the discharge of the turbine device will be connected directly to the conduit 48.

The head portion 42 is suitably secured by ,bolts 62 to the body portion 63. 'I'he several gaskets illustrated have not been speciilcally referred to but it is to be understood that suitable gaskets are to be employed wherever deemed advisable. The power source for fluid pressure is illustrated at the extreme left hand portion of Fig. 1 and more particularly includes cam 8| and associated mechanism.

The body portion 63 includes an elongated bearing 64 suitably arranged as at 65a and 65h for support by the engine. Mounted therein is a shaft 66 which carries on its lower and bearing I exposed end the driving collar 61 having4 the driving tongue 68, the collar being secured to the shaft as at 69. This tongue is adapted to be received, in this particular instance, by the drive to the ignition distributor of the engine and the shaft 66 with its driving collar and the body portion is interposed between the distributor drive shaft and the distributor support. Herein 18 indicates a bracket secured by bolts 1| to the body In this chamber on the upper end of shaft 66 is secured as at 19 a driving sleeve 88 having the cam portion 8| 4and the slotted portion 82, the latter receiving the tongue 16 of the distributor drive collar 16.

In the operation of the engine, therefore, the shaft 66 is rotated at the same time-and by the mechanism which rotates the distributor and in this rotation the cam 8| rotates and the power derived therefrom is utilized to actuate the pressure supply means. The threaded opening |88 shown in Fig. 1 immediately to the right of number 18 and formed in portion 64 above shoulder 62 is provided for mounting an oiler for lubricating shaft 66.

Substantially transverse to the bore which supports the drive shaft 66 is a bore 83 in which is slidably mounted a tubular follower 84 having the head 84a engaged by the cam 8|. The tubular follower encloses the major portion of a spring .85, one end bearing against the head portion 86 of a piston rod .81 coaxial with the tubular follower 84. 'I'he opposite end of the spring bears on a seat 88 locked by any suitable means such as the locking ring 89. Thus, the spring 85 normally tends to force the rod 81 and the follower 84 toward the left and always maintains the same in engagement and directed toward the cam 8|.

The body portion 63 includes a cylinder chamber 98 in" alignment with the bore 83 and mounted therein, in this instance, is a piston desig- 'nated generally by the numeral 9| and carried by the cylinder exposed end of the piston rod 81 and being retained thereon as at 92.

It is to be understood that if desired, there may be substituted for the piston structure,a diaphragm which when utilized, would be interposed between the head structure 42 and the body structure 63, and the spring 85 would normally tend to position the diaphragm in its extreme left hand position, the diaphragm being moved to the right by the cam structure in the tsame manner as shown herein that the piston l is moved to the right.

The operation is as follows: As the rotationalpower is applied to the cam, the latter reciprocates Athe piston to and fro with the assistance of the spring 85. In the initial movement of the piston to the left, air is drawn in through the intake 45, through the intake check valve port 46 and into chamber 54 in the cylinder head structure, filling the cylinder head chamber. Immediately upon cessation of suction, the intake valve 48 is seated and upon compression of the air in the cylinder head chamber, as it were, the intake valve still remains seated but the exhaust check valve 56 opens and permits the compressed air to discharge into the dome 6| and creases, which corresponds to the increase of the speed of the engine, the effective pressure is increased and, therefore, the amount of air supplied to the chamber 2l is increased which causes iiexing of the diaphragm 24 to the right. This moves the plunger Il to the right which rocks the valve shaft to close, to a greater or less degree, valve Il in the passage Il, thereby reducing the supply of fuel mixture to the engine, resulting in reduced engine speed and upon that occurring, the amount of air and pressure is correspondingly reduced until a balanced condition results.

It will be obvious that the air supplied to chamber 23 escapes through the regulating port 32 and if more air is supplied to chamber 2l than can be accommodated by the port, the diaphragm will move to the right. If less air is supplied than can be exhausted through that port, then the diaphragm will move to the left, opening the valve i4 correspondingly..

While the invention has been described in great detail in the foregoing description and one embodiment thereof has been illustrated in like detail, the same is to be considered 'as illustrative and not restrictive in character.- The various modifications hereinbefore described as well as others which will readily Sugsest themselves to persons skilled in this art, are all considered to be within the broad scope of this invention, reference being had to the appended claims.

The invention claimed is;

i. In combination an engine intake passage having a control valve therein, an actuating arm therefor normally constrained toward noncontrolling position, a pressure chamber, a manually controlled discharge therefrom, a pressure supply thereto, and a pressure responsive member in the chamber -and operatively connected to the arm and movable in opposition to the constraint and-in accordance with the effective variation pressure diiference between the supply to and the release from said chamber.

2. In an engine control, the combination of a pressure responsive fuel mixture controlling structure, a rotative power shaft operable by the engine, a rotative-to-reciprocatory power transformation device, reciprocating means responsive thereto and operable thereby, a iluid chamber having a portion which is defined by said means, a check controlled intake to the chamber and a check controlled discharge from the chamber and communicating with said structure for the purpose set forth.

3. A control as 'dened by claim 2, character-- structure for the purpose set forth, the reciproeating means being of piston character.

5. .A control as defined by claim 1, characterized by the pressure responsive member being of diaphragm type.

6. In an engine control, the combination with j a source of power derived from the engine, and an engine controlling valve. of a reciprocatory means connected to the valve for operation thereof, a reciprocatory means cyclically operable by the power to continuously supply unrestricted pressure fluid during engine operation and in accordance therewith, said first mentioned reciprocatory means being subject to the unrestricted fluid pressure of the supply and operable thereby, and manually operable means determining the effective fluid pressure application upon the rst mentioned reciprocatory means.

t. In an engine control system, the combination of an engine control valve operable by variation of fluid pressure, an engine operablecam.

a reciprocatory tubular follower, a reciprocatory pressure applicator, a headed stem connected thereto and extending into the follower tubularity, and yielding means concentric with the stem, nested in the follower and bearing on the stem head for maintaining head, follower and cam contact.

8. A system as dened by claim 7, characterized by the reciprocatory pressure applicator* being of piston character.

9. In combination an engine fuel supply having a fuel controlA valve therein. an actuating arm therefor, means normally constraining the valve toward non-controlling position. a pressure chamber, a manualy controlled discharge therefrom, a pressure responsive member in the cham' ber and operatively connected to the arm and movable in opposition to the constraining means, and, means for continuously supplying a regulated pressure to the chamber and in oppositionto constraint, said member moving in accordance with the effective variation pressure difference between the regulated supply to and the release from the said chamber.

i0. A control as defined by claim 6, character-- isl ized by one of the reciprocatory means being of diaphragm character and thev other being of piston character.

11. In an engine control, the combination with dii a rotary source of power, and an engine controlling valve, of a reciprocatory means cyclically operable. by lthe power to supply pressure iiuid. a reciprocatory means connected to said valve and subject to and operable by fluid pressure, and means determining the fluid pressure application to the second mentioned reciprocatory means including a dome structure for'pulsation elimination in thefluid pressure supplied.

12. In an engine control, the combination with a rotary source of power, and an engine controlling valve, of arciproctory means cyclically operable by the power tol supply pressure fluid, a reciprocatory means connected to said-valve and subject to and operable by fluid pressure, and means determining the fluid pressure application to the second mentioned reciprocatorymeans including an adjustable discharge for continuous regulated release' of pressure.

13. In an engine contrai, the combination with a rotary source of power, and an engine controlling valve, of au reciprocatory means cyclically operable by the power to supply pressure fluid.,

a reciprocatory means connected to said valve and subject to and operable by iluid pressure,

means determining the fluid pressure application to the second'mentioned reciprocatory means including a dome structure for pulsation elimination in the duid pressure supplied. and an adjustable discharge for continuous regulated release of pressure. 1

14. In combination with a source of continuously applied pressure, the pressure varying in accordance with engine operation variance, and

an engine controlling valve, of a pressure chamber in continuous communication with the souce of pressure, reciprocatory means in the chamber and responsive to the pressure therein, a plunger connected at one end to the means and at the other end to the valve, and yielding means operatively associated with the plunger and normally constraining the same toward valve full open position and opposed by the application of variable fluid pressure to said reciprocatory means.

15. An automatic, non-manual, control system for an internal combustion engine including a fuel supply passage portion for the engine, and a control valve therein, a pressure supplying pump operable by and in accordance with engine operation, a pressure chamber having free communicaton'therewith, an operating member operatively connected to the valve and responsive to chamber pressure variation and normally con- .strained to full open valve position, and a valve STANLEY SMILEY SHERRIFF. 

